Internal-combustion engine.



R. W. IDE.

INTERNAL comsusnom ENGINE.

Patented Nov. 13. 1917.

APPLICATiON FILED OCR-16,1916.

BOY W. IDE, 0? SIRINGFEBELD, ILLINOIS, ASSIGNOB, TO IDE PATENTSCORPORATION, OF SPRINGFIELD, ILLINOIS, A CORPORATION OF ILLINOIS.

rurnnnen-colvrnusr'ron ENGINE.

meat ea.

Specification of Letters Patent.

Patented Nov. 13, 19172 Griginal application filed July 2-1, 1916,Serial No. 110,437. Divided and this application filed October 16,

' 1916. Serial No. 125,934.

To aZZ whom it may concern:

Be it known that i, ROY W. IDE, citizen of the United States, residingat Springfield,

in the county of Sangamon and State 0t Illinois, have invented a certainnew and useful Improvement in Internal-Combustion Engines, of which thefollowing is a full, clear, concise, and exact description,

reference being had to the accompanying as compared with itsresponsiveness when the engine is running above cranking speed. Anotherobject of my invention resides in the provision of means for cutting theengine out of action when the responsive device ceases its control over,the throttle valve by reason of the short circuit of the responsivedevice, or the opening of the responsive device circuit, or the breakingof the mechanical connection between said responsive device andthe'throttle valve, etc. I will explain my invention more fullybyreference to the accompanying drawing showing the preferred embodimentthereof and in which Figure 1 is a view of an engine in longitudinalsection constructed in accordance with the invention; some adjunctsbeing diagrammatically illustrated; and Fig. .2 is a view on line 22 ofFig. 1.

Like parts are indicated by similar characters of reference throughoutthe different figures.

The engine illustrated is a single cylinder engine. The crank shaft 1has its crank 2'in connection with one end of the pitman 3, the otherend of the pitman being. pivotally connected at 4 with the piston 5. ,Avalve cylinder .6 is rotated in some suitable way as by ndeans of apinion 7 operated at suitable" speed by some engine driven portion, thispinion engaging a spur gear 8 upon the lower end of the cylinder 6. Thevalving cylinder may be provided with ports 9 to control the admissionof carbureted air or other gas through the intake port 10 in thecylinder 11 in which the valving cylinder rotates and also to controlthe passage of gas through the exhaust port-12 in the cylinder ll. Thecylinder 11 is desirably provided with a jacket 18 for the reception ofcooling fluid; This jacket is carried upon the upper end of the crankcase 14: that contains lubricating oil 15 and which has an annular step16 at its upper end upon which the lower end of the valving cylinderturns. An oil pump is shown which includes two meshing pinions 17, 18that operate to with-' draw oil from the oil pit and force it upwardlythrough the passage 19 that discharges at and preferably upon the top ofthe shoulder 20 which is upon the lowerend of the valving cylinder butis above the peripheral gear 8. The top and periphery of this shoulderand the adjacent body por- 7 tion of the gear 8 have snug fit with thecorrespondingly shaped adjacent portion of the jacket 13 so that the oilwhich is pumped through'the passage 19 into the space in the jacket 13that accommodates the shoulder 20 may not have ready exit from saidspace, the oil being sufficiently. trapped in such spaceto enable it toact as'a cushionto receive and lessen upward thrusts of the shoulder 20which accompany correspond ing thrusts of the rotating valving cylinder6 carrying this shoulder and having a closed head receiving the force ofthe explosions and which enable the explosions violently to thrust thevalving cylinder upwardly, it being these thrusts that are principallyto be guarded against. Bythis arrangement rattling and noise of therotating cylinder 6. is guarded against while at the same time the oilwhich is fed through the 7 cylinder 6 and the step 16 of the crank casefrom whence it is returned through the passage 19 for the purposestated, oil from the" v pit being also directed to other bearingportions of the engine if desired. The pump operates to feed oil throughthe passage 19 at a pressure that will bear down upon the shoulder 20 topromote the cushioning effect of the oil thus supplied to the spacing inwhich said shoulder operates.

The carburetcd air or other explosive gas is regulated in its flow tothe admission port .10 by means of a throttle valve such as a sivedevice, the solenoid, is in circuit with a source of current that isregulated by the speed of the engine. This source of current, in theembodiment of the invention illustrated, 15 in the form of a generator25 which 1s driven by the engine. As illustra-ted, the solenoid 22 orother responsive device responds to the voltage output of the generator.As the voltage decreases in re.

sponse to lowered engine speed the valve 21 opens to supply additionalgas to the engine to increase the engine speed and vice versa. When theengine is being cranked to start it the response of the solenoid to thevoltagethen generated should be quicker relatively to the response ofthe solenoid to changes in voltage that arise when the engine is inoperation. On this account l in crease the responsiveness of thesolenoid during cranking speed (usually variable) as compared with itsresponsiveness on running speed. In the embodiment of the inventionillustrated I accomplish this result by removing a part of the load uponthe solenoid when the engine is operable at cranking speed and restorethe load to normal when the engine exceeds cranking speed. Thechangeable portion of the solenoid load is shown in the form of aweighted lever 26 which, for the sake of convenience, may have an axisco-incident with the axis of the valve 21, the lever 28, however, beingrotatable independently of the lever 24- and said valve. When the engineis not running or is being turned at crankingspeedthe lever 26 will restupon a stop 2?. The core of the solcnbid carries a finger 28 thatunderlies the lever 26 and which desirably form's a continuation of thelever When the engine is at running speed or above cranking speed thefinger 28 will be con' stantly in lifting engagement with the weightedlever 26 so that this weighted lever will then constitute a part of thenor-- mal load of the solenoid, the weight of this lever being added tothe weight of the solenoid core. When'the engine is not operating abovecranking speed or when it is at rest the solenoid will drop its coresufiiciently to lower the finger 28 out of lifting engagement with thelever 26 so that the weaves solenoid core. is then relieved of theWeight of this lever. The solenoid 22, under the conditions lastmentioned, is more responsive to the voltage emanating from thegenerator 25 during the cranking operation whereby the valve21 will morereadily respond to changes in such voltage to enable the engins morereadily to be brought to running speed.

Another and independent feature of my invention resides in the provisionof means for cutting the engine out of action if the solenoid or otherresponsive device should release the lever 24, a condition which mightarise, for example, bythe breaking of the solenoid core, the shortcircuiting of the solenoid, or-the opening of the solenoid circuit. Whenthe lever 24 is released under such circumstances it will drop to apoint (never reached while the solenoid is in work ing order) at whichthe finger 28 will on.- gage the contact 29 which is connected with theprimary side of the magneto generator 30, this contact being normallydisconnected from the ground by the insulation 31. When core constitutesa switch which operates to 3 throw the engine out of action or to renderit inoperative when the solenoid releases its hold upon its core or uponthe valve controlling lever 24, this switch when released, serving toalter the condition of some circuit from that condition which isrequired of such. circuit to maintain the engine in action for thepurpose of stopping theengine.

The drawings illustrating my present invention are inclusive of astructure set forth in my co-pending application Serial No. H9572, filedFebruary '19, 1917, and the division of said application Serial No.175,988 filed June 21, 1917.

'lVhile I have herein shown and particularly described the preferredembodiment of my invention 1 do not wish to be limited to the precisedetails of construction shown as changes may readily be made within thescope of the appended claims Without departing from the spirit of myinvention, but having thus described my invention 1 claim as new anddesire to secure by Letters Patent the following:

1. An internal combustion engine having a throttle valve in combinationwith an electromagnetic responsive device in controlling' relation tothe throttle valve; a source of current for the responsive device whichis regulated by the engine; and means for increasing the responsivenessof the responsive device While the engine is turning below runningspeed.

9'. An internal combustion engine having a throttle valve in combinationwith an electro-magnetic responsive device in controlling relation tothe throttle valve; a source of current for the responsive device whichis regulated by the engine; a Weighted element; and means for loadingthe same upon the responsive device whenthe engine is operating abovecranking speed and for reliev- 'mg the responsive device of such weightwhen the engine is turning below running speed.

8. An internal combustion engine having a throttle valve in combinationWith an vltctro-inagnetic responsive device in controlling relation tothe throttle valve; a circuit for rendering the engine inoperative; anda switch in controlling relation to said circuit and normally maintainedout of circuit changing relation to said circuit during the normaloperation of the responsive device and permitted to assume circuitchanging relation to said circuit to render the engine .inopei ativewhen released from the controlling infiuence of the responsive device.

In witness whereof, I hereunto subscribe my name this twenty-first dayof September, A. D. 1916.

ROY'W. IDE.

\Vitnesses:

M. L. Mnnnnrrrn L. W. DAVIS.

